Railway brake mechanism



Aug. 16, 1938. T. H. scHoEPF 11m.

RAILWAY BRAKE MECHANISM Filed Feb. 24, 1957 4 Sheets-Sheet 1 J J1 SCHOEPF; Y DIN/ID MIRITCHIE,

THE 0DOR E H.

RAILWAY BRAKE MECHANISM Filed Feb. 24, 1937 FIGS.

4 Sheets-Sheet 3 Jwu THEODURE H- SCHOEPE DAVID M. RITC HIE,

dawne Aug, 16, 1938. T. H. SCHOEPF ET AL 2,127,423

RAILWAY BRAKE MECHANISM Filed Feb. 24, 1937 4 Sheets-Sheet 4 Jrvumrm, THEODORE H. S CHOEPF, DA vm M. RITCHIE,

Cir

Patented Aug. 16, 1938 PATENT OFFICE RAILWAY BRAKE MECHANISM Theodore H. Schoepf and David M. Ritchie, Cincinnati, Ohio, assignors to The Cincinnati Traction Building Company, Cincinnati, Ohio a corporation of Ohio Application February 24,

21 Claims.

Our invention relates to the control of the supply of steam to a steam engine, or supply of fuel oil or gas to an internal combustion engine carried by a railway vehicle and utilized for propelling the said vehicle through mechanical means or electrical means, and wherein the vehicle is equipped also with usual or customary fluid pressure brakes.

The essential object of this invention is to devise electrically operative mechanism whereby the steam or fuel supply is automatically shut off from the engine responsive to manipulation of a control valve utilized to apply the fluid pressure brakes of the vehicle.

It is a further object of this invention to provide means comprehended in said mechanism, whereby the functioning thereof will take place or become effective only when the magnetic track brakes of the vehicle are applied.

It is a further object of this invention to provide, in such mechanism, means whereby the fuel supply valve may be manually operated irrespective of the application of the track brakes.

It is a further object of'this invention to pro- 6 vide such means which is adjustable and which may be made effective for any and all applications, either service or emergency of the fluid pressure brakes and/or track brakes as may be desired.

It is a further object of this invention to pro vide electric motor means for opening and closing the fuel or steam valve of a railway vehicle automatically responsive to the application of the fluid brakes of the vehicle and/or responsive tothe application and energization of the track brakes of the vehicle.

It is a further object of this invention to provide, in such valve operating means, an electric motor which is reversible and means responsive to the escape of fluid from the air brake train linetoreverse the direction of'rotation of the A motor.

It is a further object of this invention to provide, in such mechanism, means responsive to movement and position of the fuel or steam valve for determining the subsequent direction of rotation of the motor.

It is a further object of this invention to provide, in such mechanism, manually operable means for operating the valve independently of the means responsive to the application of the vehicle brakes.

It is afurther object of this invention to provide, in suchmechanism, quick action reversing switch means responsive to the position and 1937, Serial No. 127,350

direction of movement of the valve to determine the direction of subsequent rotation of' the motor.

It is a further object of this invention to provide, for operation of the fuel or steam valve of a railway vehicle, means responsive to the reduction of fluid in the air brake train line of the vehicle for causing movement of the valve stem in one direction and means responsive to restoration of pressure in the air brake train line to cause reverse movement of the valve.

These and other objects and advantages will appear from the following description taken in connection with the drawings.

This application is a continuation in part of our copending application Serial No. 89,650, filed July 8, 1936.

In the drawings:

Figure 1 is a diagrammatic View of mechanism illustrative of this invention, the parts being shown in the position of normal operation, with the fuel or steam valve open and the illustrated track brakes free of the rail, various of the component mechanisms being shown in section;

Figure 2 is a front elevational view of a preferred form of valve actuated reversing switch for use in the practice of this invention; T

Figure 3 is a section taken on the line 3-3 of Figure 2;

Figure 4 is a View, partly in section, of. a modified form of electrical valve actuating mecha- Figure 5 is an elevational View, partly insection, of a modification of the pneumatic reversing switch mechanism illustrated in Figure 1;

Figure 6 is a diagrammatic view illustrating the application of the principles of this invention to a modified form of electromagnetic track brake;

Figure '7 is a diagrammatic view illustrating the application of the principles of this invention to a second form of electromagnetic track brake which is positioned, for application, by means of a lever actuated in opposition to a tension spring by a solenoidconnected within thebrake energizing circuit; and Figure 8 is a diagrammatic view illustrating the use, in the practice of this invention of a preferred form of combined relay valve and valve opening circuit interrupter switch.

Referring to the drawings in detail and with reference particularly to Figure l, the conventional air brake train line, designated i, is provided at each end with cut-out cocks 2 and coupling hoses 3. The air brake train line I is connected by the pipe 4 with the conventional brake.

valve 5 having the inlet pipe 6 thereof connected to a suitable supply of pressure and the exhaust pipe 1 thereof connected to suitable exhaust means. The conductors valve 9 is connected to the air brake train line I by means of the conductors valve pipe 8. Also connected to the air brake train line I, by means of the pipe I8, is the track trip valve I I which is adapted to cooperate with suitable track trip means I2 to release the pressure from the air brake train line I.

The air brake train line I is also connected, by means not shown, in a conventional manner to the fluid operating means for the wheel brakes of the track vehicle upon. which the air brake train line I is supported. Pressure in the: air brake train line I may be reduced by the actuation of brake valve 5, track trip II or the conductors valve 9 or, byctheoccurrence of breaks in the train line I, the coupling hoses 3, or by accidental separation of either of the coupling hoses 3 from other couplinghoses to which they may be attached.

Also connected to the. air brake train line I by means of pipe I3 isthe relay valve I4 which is provided with an internal slide I5 which is urged in one direction by pressure from the air brake train line and in the opposite direction by means of the spring I6. The slide I5 of the valve I4 is provided with a port I1. The pressure tank I8 is connected by. means of the pressure tank pipe III to the body of the valve I4. The track brake positioning means comprises the fluid engine 20 having the top of the cylinder 2I thereof connected by means of pipe. 22 to the body of the relay valve I4, the pipe 22 being disposed in alignment with and below the pipe I9.

The relay valve exhaust pipe 23 is also connected to the valve body I4 below and in alignment with the pipes I9. and 22. The spacing and connection of the pipes I9, 22 and 23 with the body of the relay valve I4 is preferably such that, when the valve slide I5 is held in the lowermost position by pressure from the air brake train line I, the end of the pipe I9 is blocked by the slide I5, while the ends of the pipes 22 1 and 23 communicate through the port I1 of the slide I5 to permit exhaust of fluid from the cyl- -inder 2I of the fluid engine 20 through pipe 22,

port I1 and relay valve exhaust pipe 23.

Furthermore, due to the disposition of the respective pipes, when the slide I5, upon reduction of the pressure in the air brake train line I, is moved upwardly by the spring IS, the end of the relay valve exhaust pipe 23 -is first closed by the slide I5 before the ends of the pipe I9 and pipe 22 are connected by. the port I] of the slide I5. Therefore, upon reduction of fluid pressure in r the air brake train line I, the relay valve slide I5 will move upwardly from the position illustrated in Figure 1 to close the end of the relay valve exhaust pipev 23 and connect the ends of pipes I9 and 22, whereby fluid pressure from thepressure tank I8 will betransmitted through pipe I9, port.I1, and pipe 22 to the-top side of the cylinder 2I of the fluid engine. The fluid engine 20 is provided with a piston 24 slidable within the cylinder 2I and having a rigidly connected piston rod 25 which is connected at-its opposite end to the top of the'track brake, hereinafter more clearly described.

The piston 24 is urged upwardly by the spring 26 which is disposed about the piston rod 25 and between the lowerside of the piston 24 and the lower wall of the cylinder 2I. When fluid pressure is introduced into the cylinder 2I of the fluid engine 20, the piston 24 and the piston rod 25 are moved downwardly against pressure of the spring 26 to place the attached track brake 21 in predetermined position adjacent the rail 28, whereby, upon energization of the coil of the track brake 21, the track brake 21 will be urged, by this energization, against the rail 28 because of the disposition of the rail 28 within the magnetic field of the energized track brake 21.

In Figure 6, is illustrated a form of track brake which is normally suspended by means of springs I18 so closely adjacent the rail that the track brake requires no preliminary positioning before its energization. In other words, immediately upon energization of the coil 12 of the track brake shoe 21 illustrated in Figure 6, the brake shoe 21 is brought into braking engagement with the rail. When the above described structure and the hereinafter described structure are utiapplied to another type of track brake as diagrammatically illustrated in Figure 7, wherein the brake shoe 21 is normally resiliently suspended by tension springs I18, as in Figure 6, the spacing of the brake shoe 21 of Figure 7 above the rail is substantially greater than that of the spacing of the brake shoe of Figure 6 and, therefore, it is necessary, for application of the brake to the rail, that the shoe be first positioned somewhat in the same manner as is the shoe 21 of Figure 1 positioned. For this purpose, a positioning lever I88 is provided which is pivoted at", I80a and normally urged upwardly by means of a tension spring I8I in the same manner as is the shoe 21 supported by the springs I18 and which is, immediately upon energization of the coil 12 of the brake shoe 21, drawn downwardly 4 by means of a solenoid I19 connected within the brake coil energizing circuit and having associated therewith an armature connected to the lever I88. Thus, upon energization of the coil 12 of the brake shoe 21 illustrated in Figure '7, the solenoid I19 draws the brake shoe positioning lever I80 downwardly against tension of the lever supporting spring I8I to place the shoe 21 sufliciently close to the rail 28 to bring the rail within the magnetic field of the shoe. The shoe 21 is thus applied to the rail 28 by energization of thecoil 12 thereof.

. In the application of the principles of our invention to such brake mechanism as is illustrated in Figure 7, the pipe connection I3, the relay valve I 4, the fluid track brake positioning engine 20 and associated parts will be omitted, as is the case when the principles of our invention are applied to brakes of the type illustrated in Figure 6. (at

The details of a form of the brake diagrammatically illustrated in Figure 6 are disclosed in the United'States Letters Patent No. 725,985 granted April 21, 1903, to F. C. Newell, while the details of a form of the brake illustrated dimeans of pipe 29, is the valve opening circuit interru'pter switch mechanism comprising the fluid engine 36 having of the piston 3| which is connected by means of the piston rod 32 with the switch plate 33. The;

contained in the cylinder therecompression spring 34 which is disposed between the upper wall of the cylinder and the upper surface of the piston 3| constantly urges the switch plate 33 downwardly out of engagement with the cooperating contacts, but during normal conditions, when pressure produced in the cylinder of the fluid engine 39 by its connection with the air brake train line is sufficient to overcome the force of the spring 34, the switch plate 33 is retained in engagement with the cooperating switch contacts as illustrated in Figure 1. However,

immediately upon reduction of pressure in the air brake train line to such an extent that pressure in the fluid engine 39 is reduced sufficiently to allow the spring 34 to act, the switch plate 33 is removed from engagement with its cooperating contacts.

The branch pipe 35 which also leads from the air brake trainline I is connected by the pipe 36 to the one-way valve 31 and also by means of pipe 38 with the check means 39 which, in turn, is connected by means of pipe 49 with the pipe 4| leading from the one-way valve 31, and with the pipe 42 which is also connected to the cylinder of the fluid engine 43 which operates the primary circuit switch. The fluid engine 43 is similar to the fluid engine 36, being provided with the piston 44, the spring 45 and piston rod 46.

l The piston rod 46 has rigidly secured thereto the annular switch plate support 41 which is adapted to support the switch plate 46 which is coni stantly urged thereagainst by means of the spring ,nected to the piston rod 49 having one end in engagement therewith and the other end in engagement with the support member 59 which, like the member 41, is also rigidly secured to the piston rod 46.

As in the operation of the interrupter switch, when fluid pressure in the cylinder of the fluid engine 43 is reduced below a predetermined amount, the spring the switch plate 46 will remain in engagement with the cooperating contacts of the primary circuit during the time required for the upward movement of the piston rod 46 to permit the spring 49 to return to its extended position, as illustrated in Figure 1. Thepipes 4| and 42 are connected by means of the pipe with the check means 52 which, in turn, is connected by means of the pipe 53 with the cylinder of the fluid engine 54 which actuates the fluid operated reversing switch.

The construction and operation of the fluid engine 54 is similar to that of the fluid engine 43, there being provided the piston 55 in the cylinder of the fluid engine 54 which is urged downwardly by the spring 56 and upwardly by fluid pressure, and which piston 55 is rigidly con- 51 which carries a plurality (four) of switch plates 58, 59, 69 and 6| which are supported thereon in the same manner in which the switch plate 48 is supported plates 69 and 6| respective check 45 will move the piston rod. 46 downwardly at a rate of speed depending upon .sure therein is restored,

on the piston rod 46, save that the upper switch plates 58 and 59 are urged upwardly with respect to the piston rod 51, while the lower switch are urged downwardly with respect to the piston 51 by the respective cooperating compression springs which are similar and which are all designated 62.

As shown in Figure 1, when'the pressure in the cylinder of the fluid engine 54 is sufficient to overcome the spring 56, the piston 55 moves upwardly at a rate depending upon the flow of fluid into the cylinder of the fluid engine'54. The rate of flow into the cylinder of the fluid engine 54 through the pipe 53 is controlled by the check means 32. The upward movement of the piston 51 places the switch plates 58 and 59 in engagement with their cooperating switch contacts, while downward movement of the piston 51, when continued sufliciently to remove the switch plates 58 and 59 from engagement with their cooperating switch contacts, places the switch plates, 69 and 6| in engagement with their cooperating switch contacts.

The one-way valve 31 prevents the flow cf fluid from the branch pipe 35 through pipe 36 directly .to pipe 4| while permitting the flow of fluid from ing provided with replaceable circular rubber disks having a central aperture of predetermined size, which rubber disks are clamped between two annular flanged metallic members connected by bolts.

In order to change the rate of flow through the means, it is merely necessary that a rubber disk having an aperture of desired size be inserted therein. The rubber disk in the "check means 39 is preferably provided with a larger orifice than that of the disk in the check means 52. Therefore, when, after reduction of pressure in the air brake train line the presfluid will pass through the check means 39 at a higher rate than through the check means 52. Therefore, the fluid engine 43 will be more quickly actuated than will the fluid engine 54. Likewise, upon reduction of pressure in the air brake train line fluid pass ing from the cylinder of the fluid engine 43 will be permitted to pass freely throughthe one-way valve 31 as well as through the check means 39. However, all fluid passing from the cylinder of the fluid engine 54 must pass through the check means 52 before reaching the pipe 5| and the .path of fluid from the fluid engine 43.

In Figures 1 and 4, 63 designates the fuel or steam line of the vehicle propelling unit which it is desired to close upon energization and application of the track brake, 21. In Figures 1 and 4, the means for closing or blocking this line 63 comprises a gate valve. In Figure 1, the gate valve is designated 64 and the stem 65 thereof is provided with a rack 66 having a projection 61 at the end thereof. The rack 66 is adapted for constant engagement with the pinion 68 which is rigidly secured to one end of the rotor shaft 69 of the electric motor 19, which rotor shaft 69 has the hand wheel 1| rigidly secured to the opposite. end thereof.

By means of the hand wheel 1I, when the motor ually in such'manner as The motor is of the the coil of the brake may be desired.

direct current type and storage battery or any other-suitable source of direct current. The opposite terminal 86 of the manual switch 83 is connected to the negative side of the source of power 85. Whenever the manual switch 83 is closed, the contacts 8| and other blade of the switch.

Upon further connection of the contacts 18 and 19 by the switch plate 48 of the primary circuit switch, a circuit is completed for energizing the brake coil 12, which circuit extends as follows: from the positive side of the source of power 85,

from contact 84, through one switch blade to contact 8!, through wire 80 to contact 19, through switch plate 48, through branch wire 11 to wire 14, through brake coil 12, back through wire 13, through wire and wire 16 to contact 82, through the other switch blade to contact 86 and thus to the negative side of the source of power 85. Therefore, and the primary circuit switch are closed, the branch wire 11 and the wire 16 are'energized, the branch wire 11 being positive and the wire 16 being negative. ,AISO, whenever the wire 16 and the wire 11 are thus energized, the brake coil 12 is also energized. Whenever, the switch 83 fluid from the cylinder of the fluid engine 43.

The positive branch wire 11 of the primary circuit is connected by the'wire 81 with the wire 88 which leads to the positive terminal of the wind ing of the motor 10. The negative wire 16 is connected to the-wire 89 which leads to the negative terminal of the winding of the motor 10.

Upon energization of the wires 16 and 11, the

wire 88 will be positively energized and the wire 21, which is designated 12,

that the contact I82 and through wire 16.

whenever the manual switch 83 10'is tie-energized, the valve 64 may be opened, closed, or'adjusted man ergization of the brush terminals of the motor 10. In addition to the fluid operated reversing switch having switch plates 58, 59, 60 and 6|, this means also includes the valve actuated reversing switch which has the slide member 90 of inverted U-shape which is adapted to be contacted adjacent the end of each reciprocation of the valve stem in either direction by the projection 61 which thus moves the slide member 99 either to the left in order to swing the switch lever 9| about its pivot 92 in such manner 93 thereof will be engaged with the contact 94 after'the valve has been opened and will be engaged with the contact 95 after the valve has been closed. Electrical connection is provided between the contact 93 of the lever 9I and the wire 96 which is connected to the positively energized wire 81. When the primary circuit switch and the manual switch are closed, the

' contact 93 will always be positively energized.

The switch contact 94 is connected by means of wire 91 with the contact 98 of the fluid operated reversing switch, and the opposite contact 99 of the fluid operated reversing'switch is connected by the wire I00 to one brush terminal of the motor. 'The opposite brush terminal is connected by wire ml to the reversing switch contact I83, while the opposite switch contact I62 is connected by means of wire I94 to the wire 15.

In the position of parts illustrated in Figure 1, the motor 18 is inoperative, but, upon the operation of the primary circuit switch to bridge contacts 18 and 19 with the switch plate 48, a

circuit is'completed from the positive branch wire 81, wire 96 and contacts wire 11, through 93 and 94 through wire 91 to contact 98, through switch plate 58 to contact 99, through wire I09 to contact I83, through'switch plate 59 to contact wires I04 and 15 to negative Thus, upon the closing of the primary circuit switch, the motor will rotate in such direction that the pinion 68 will cause reciprocation of the rack 68 and the supporting valve stem 65 to the left, as seen in Figure l. Adjacent the end portion of this reciprocation, the switch lever 9I will be swung clockwise about its pivot 92, whereby to engage the contact 93 thereof with the contact 95.

The wire I04 is connected by the wire I95 with the contact I66 of the fluid operated reversing switch and the opposite contact I 01 of the reversing switch is connected by the wire I88 with the wire I88. The valve actuated reversing switch has the contact 95 thereof connected by The opposite reversing switch contact H4 is connected by means of wire I I5 with the wire I (II which leads to the brush terminal of the motor 10. Electrical connection between the contact 95 and the contact I I3 depends upon the bridge of the contacts I I8 and III by the switch plate 33, and this bridging of 'the'contacts H0 and III depends upon maintenance of suincient pressure in the cylinder of the fluid engine to overbalance the spring 34 thereof. Therefore, after the above operation of the motor to close the valve has occurred and the contacts 93 and 95 are engaged, the circuit between the contact 95 and contact II3 will be broken due to the fact that the circuit between contacts Ill] and Ill will not be completed until restoration of predetermined pressure in the air brake train line.

The reduction of pressure in the air brake train line necessary to cause the above-described operation of the motor 1|] to close the valve 54 and engage the contacts 93 and 95 will also cause sufficient reduction of pressure in the fluid engine 54 to permit the spring 56 to draw the piston 51 of the fluid operated reversingswitch down wardly in such manner as to separate the switch plate 58 from engagement with the contacts 98 and 99, and the switch plate 59 from engagement with the contacts I02 and I93. The switch plate 69 will bridge the contacts I98 and H31 and the switch plate 8| will engage and bridge the contacts M3 and H4. When the fluid operated reversing switch is in this position, a circuit from the negative wire 16 will be completed through a wire 15, wire I84, wire I05, contact I08, switch plate 59, contact I81, wire I08 and wire I99 to the brush terminal which was previously positively energized, but which is now negatively energized. A circuit will be completed from the other brush terminal through wire lfll, wire H5 to contact H4, through switch plate 8!, contact H3, wire H2, contact Ill, switch plate 33, contact I [8, wire I99, contact 95, contact 93, wire 98, wire 81 to positively energized branch wire 11 to reverse the previous energization of the brush terminals. of the motor 19. As explained above, this circuit will not be completed until suflicient pressure has been restored to the air brake train line I to cause a bridging of the contacts H8 and III by the switch plate 33.

Operation With the parts in normal position, as illustrated in Figure 1, reduction of the pressure in the train line caused by the occurrence of rupture thereof or by rupture of the hose connections 3 or separation thereof from other connected hose connections, or by operation of the brake valve 5, the track trip valve l I, or the conductors valve 9, pressure in the relay valve l4 will be reduced to permit the spring 18 to urge the slide upwardly into such position as to permit the fluid engine 29 to position the brake shoe 21.

Simultaneously, the fluid engine 39 will operate to remove the switch plate 33 from engagement with the contacts Ill] and Ill and thus open the valve opening circuit. Fluid will escape from the fluid engines 43 and 54, but, for the reasons pointed out above, the rate of escape from the fluid engine 43 will be substantially greater than that from the fluid engine 54, whereby the switch plate 48 will close the primary circuit by bridging the contacts 18 and 19. Due to the relatively slow downward movement of the piston rod 51, the switch plates 58 and 59 will remain in engagement with their respective contacts and the energization of the motor 19 will, as above described, take place to cause reciprocation of the valve stem 65 to the left to close the valve. The rate of escape of fluid from the cylinder of the fluid engine 54 will be such that the reciprocation of the valve stem 55 will be accomplished by the motor before the switch plates 58 and 59 are removed from engagement with their respective contacts.

Adjacent the end of the leftward traverse or reciprocation of the valve stem 85, the cooperation of the projection 61 thereof with the slide member 99 will place the contact 93 of the switch lever 9| .in engagement with the contact 95. The

switch plate 33will remain disengaged from the contacts H9 and Ill and the coil 12 of the track brake 21 will have become energized as soon as the contacts 18 and 19 are engaged by the switch plate 48. The track brake 21 will then be positioned and applied by energization, the valve will be closed and the primary circuit which energizes the brake 21 will also be closed. The valve opening circuit will be opened because of the separation of the switch plate 33 from the contacts Ill) and Ill. After the escape of fluid from the cylinder of the fluid engine 54, the valve opening circuit will be otherwise complete.

Immediately upon restoration of pressure inthe air brake train line I, the relay valve slide l5 will block the pipe I9 and vent the fluid engine 20 through the relay valve exhaust pipe 23. Simultaneously, the switch plate 33 will be engaged with. the contacts H9 and ill. Due to the restriction provided by the one-way valve 31 and check means 39 and 52, the switch plates 88 and 6| will remain in engagement with their respective contacts and the switch plate 48 will likewise remain in contact with the contacts 19 and 19 for such time as to permit of sufficient energization of the motor 19 in proper direction to cause reciprocation of the valve stem 65 toward the right in order to open the valve.

During the latter portion of this reciprocation, the contact 93 will again be placed in engagement with the contact 94 and subsequently, due to restoration of fluid in the fluid engine 43, the switch plate 48 will be removed from engagement with the contacts 18 and 19 to interrupt the primary circuit and to tie-energize the brake coil 12 and subsequent to this, the restoration of fluid pressure in the fluid engine 54 will cause sufficient upward movement of the piston rod 51 to place the parts of the fluid operated reversing switch in the position illustrated in Figure 1.

The rate of passage of fluid in either direction through the check means 39 and 52 may be varied, as described above, by provision of a rubber disk having a suitable aperture for this purpose. Likewise, the adjustment of the switch plate 48 on the piston rod 46, and of the respective switch plates 58, 59, 69 and El on the piston rod 51, along with variation of the characteristics and length of the springs 49 and 92, provides means whereby the operating characteristics of the respective switches may be widely varied and/or adjusted.

A preferred form of valve actuated reversing switch is illustrated in Figures 2 and 3, wherein is provided, as shown, a box-like frame H6 having a suitably insulated binding post H1 in the top wall thereof for connection of the wires 81 and 96 and having in one side Wall a suitably insulated binding post I l8 having the switch contact 94 integral therewith and adapted to have the wire 91 connected thereto. In the opposite side wall is disposed the binding post H9 which is similar to the binding post H8 and which is provided with the integral contact 95 and which is adapted to have the wire H19 connected thereto. The frame H5 is provided with four screw-threaded ears I29 which are adapted to provide means of connection and support for the front cover plate IZI which is secured thereto by means of screws in. Supported between the opposite side walls at the lower end of the frame I I8 is the bifurcated bracket l23 which is secured to the respective side walls by screw bolts I24 and which has concentric bores in the respective furcations I and' I26, through whichextends the pivot bolt I21.

The lower portion of the switch lever comprises a metal member I 28 provided at its lower end with an aperture adapted to receive the pivot bolt I21 provided adjacent its central portion with an arcuate slot I29 and provided at its upper end with a pair of furcations I30, between which is secured, by means of rivets I3I or the like, the member I32 which comprises a bar of suitable insulating material havingjthe double lever arm switch contact member 93 attached to its upper end. The member 93 is provided with a binding post I33, to which is attached the lower end of the wire 96 which has its upper end secured to the binding post I I1.

Also pivotally supported upon the pivot bolt I21 is the snap'lever I34 having the pin member I35 secured in an aperture in the upper end thereof by drive fit. The forward end of this pin member is cylindrical and extends through and beyond the arcuate slot I29 in the metal member I28. Rearwardly of the snap lever I34, the pin member I35 is provided with an enlarged portion having thereon a step adapted to receive one end of the tension spring I36 which has its opposite end secured in the eye bolt I31 which is secured in the bottom side wall of the frame I I6. Disposed forwardly of the members I28 and I34 are apertures in the opposite side walls of the frame I I6 through which extend the connector bar I39 which is supported by out-struck ears I38 adjacent the apertures in the side walls of the frame II6. This connector bar is adapted to be suitably connected at its left end with the valve stem 65 in any suitable manner so that reciprocation of the valve stem 65 will cause like reciprocation of the connector bar I39. The connector bar I39 is provided with a slot I40, into which the pin member I35 extends, as shown in Figure 3.

During the above described operation of the electric motor operated valve, the connector bar I39, during itsreciprocation, will engage the opposite sides of the pin member I35 with the opposite end surfaces of the slot I40 whereby, adjacent each end of the reciprocatory movement, the pin member I35 will be carried from one end of the arcuate slot I29 to the opposite end thereof, or rather past the dead center therein and, after the pin I35 has passed the central portion of the arcuate slot I29, the tension of the spring I36 will draw it to the opposite end of the arcuate slot I29. Therefore, at a predetermined point, adjacent each end of the reciprocation of the connector bar I39, the switch contact 93 will be quickly swung either from the contact 94 to the contact 95, or from the contact 95 to the contact 94.

In Figure 4, the valve MI is provided with a cylindrical threaded sternv I42 having a centrally screw-threaded gear I43 disposed thereabout and retained in position by the guide means I44 integral with the valve body. The pinion 68 on the rotor shaft 69 of themotor, 10 is adapted to mesh with the gear member I43 in order to open and close the valve.- Theopposite end of the rotor shaft 69 of the motor 10 is provided with the hand wheel H and the motor 10 is adapted to be operated and controlled in the same manner as the motor 10 illustrated in Figure 1 and described above.

At its outer end, the valve stem I42 is provided with a projection I45 in the form of a pin which is adapted to receive a complementary aperture in the connector bar I39 which is secured thereon by means of the washer I46 and cotter pin I 41. If desired, any other suitable form of projection as, for instance, a projection similar to the projection 61 of the valve stem 65 in Figure 1, may also be provided.

The details of a preferred form of fluid operated reversing switch are illustrated in Figure 5, wherein the panel I 48 is provided for supporting the parts thereof. The fluid engine 54, as therein shown, comprises a flanged cylinder casting I49 provided with supporting flanges I50. The cylinder casting is provided with a cylinder I5I below which is disposed a fluid chamber I52. The top of the cylinder is closed by the cylinder cap I53 provided with a central bore or aperture I54 for slidably receiving the piston rod 51. The lower end of the piston rod 51 is provided with a suitable reduced and screw-threaded portion upon which is disposed the piston 55 which is secured thereon by means of washer I55 and nut I56. Disposed about the lower end of the piston rod 51 and between the inner surface of the cylinder cap I53 and the upper surface of piston 55 is the compression spring 56. An adjusting screw I51 is suitably screw-threaded through the lower portion of the casting I49 and provided with a suitable lock nut I53. This adjusting screw is adapted to' provide means for limiting the downward movement of the piston 55 in the cylinder I5I in predetermined manner. The flanges I59 of the casting I49 are secured by means of bolts I59 to the panel I48. The upper end of the piston rod 51 is provided with a smooth cylindrical portion adapted to be received in a suitable bearing aperture provided in the bearing bracket I60 which is rigidly secured by means of bolts I6I to the panel I48.

The piston rod 51 is screw-threaded throughout a substantial portion and the respective switch plates comprise cylindrical metal members I62 having rigidly attached and preferably shrunk on conducting sleeves I63 of suitable conducting material. The cylindrical metal members I62 may be adjusted axially of the piston rod 51 by being screwed therealong and may be locked in desired position by means of lock nuts I64 disposed above and below each member I62. Although only the switch plate 6I is shown in section in Figure 5, the construction of members 58, 59 and 60 is identical with this showing.

Disposed at each side of the piston rod 51 and secured to the panel I48 by bolts I 65 is a contact support member I66 of L-section having adjacent the inner and outer surfaces thereof a sheet of insulating material I61. Suitable registering apertures are provided, which extend through the sheets I61 and the interposed flange of the contact support member I66 and through each of these apertures extends a bushing I 68 of suitable insulating material.

Supported within each of the bushings I68 is a cylindrical contact support member I69 provided with an inwardly disposed flange I19 and a central aperture I1I at its inner end, adapted to receive the reduced end portion of a contact member I12 which has an enlarged head which is received in the bore I13 of the contact support member. The cylindrical hollow portion of the contact support I69 extends outwardly beyond the outer insulating sheet I61, and a lock nut I14 is screw-threaded thereon and separated from the outer end of the bushing I68 and the outer surface of the insulating sheet I61 by means of the insulating washer I15. By this means, the contact support member I69 is fully insulated H2 inwardly toward the appropriate switch plate.

While only one of these contact members, namely, that diagrammatically designated H3 is shown, the construction and support of the other contact members is identical therewith.

As above explained, the respective switch plates or contact members 58, 59 and 66 may be adjusted, as desired, axially with respect to the piston rod 51. Likewise, the position of these members with respect to the contact members may be also adjusted by adjustment of the adjusting screw I51 which limits the downward movement of the piston rod 51. By this means, the operating characteristics of the fluid operated reversing switch illustrated in Figure 5 may be varied,. within rather wide limits, as desired. Limitation of the downward movement of the piston 55 in the cylinder l5l by means of the adjusting screw [5! increases the capacity of the fluid chamber I52 and also increases the initial compression of the spring 56. The cooperation of the switch plates or contact connecting members 58, 59, 60 and 6| with their respective contacts is otherwise, during operation, the same as that of the form of fluid operated switch illustrated in Figure 1 and described above.

In Figure 8 we have illustrated a preferred form of valve opening circuit interrupter switch which is a part of, and which is operated by, the relay valve M. In this construction, the piston ,rod 32, which supports the switch plate 33 for engagement with and disengagement from the contacts I I and III of the valve opening circuit, is rigidly attached to the slide l of the relay valve Hi. When the slide I5 is retained in its lower position by pressure from the train line I,

the switch plate 33 engages the contacts I Hi and III to complete the valve opening circuit; when the valve slide l5 moves upwardly to cause the air engine 2!] to position the brake 21, the switch plate 33 is disengaged from the contacts Ill] and II I to interrupt the valve opening circuit.

It will be noted that a resistance element 14a has been provided in the brake coil energizing circuit. While this resistance element has been ,shown as inserted in the wire 14, it may, of

course, be inserted in the wire 13. The resistance value of the resistance element Ma is normally fixed and is preferably susceptible of adjustment to permit the brake energizing circuits of the respective connected vehicles of a train to be balanced. By so balancing these circuits, uniformity of braking is secured throughout a train.

It will, of course, be understood that, where t the air brake train line I is connected to similar air brake train lines of adjacent vehicles in the train by means of the hose connections 3, application of any track brake shoe upon any connected vehicle in the train will, through reduction in the pressure of the one train line which includes the air brake train line I, cause the above-described operation of the valve closing means to shut off power in the traction vehicle. It is contemplated that the principles of this invention may be applied to the tractive ve hicle in a train including one or more trailer vehicles, that it may be applied to a plurality of tractive vehicles in such a train or to each vehicle in a train made up solely of traction vehicles. Furthermorefln either of the latter cases it will; of course, be understood that the operation of the valves and the control thereof may be accomplished manuallythrough operation of the hand Wheel H onthe motor shaft or that the above-described mechanism may be made inoperative upon any one or more of the equipped vehicles by manual operation of the switch 83 to isolatethe source of power 85 from the primary circuit of the operating mechanism.

Inthe use of the word fuel" in the above description and appended claims, steam is comprehended.

It will be understood that the above described structure is merely illustrative of the manner in which the principles of our invention may be utilized and that we desire to comprehend within our invention such modifications as come within the scope of the claims and the invention.

Having thus fully described our invention, what we claim as new and desire to secure by Letters Patent is:

1.'In a. railway vehicle, electromagnetic track brakes, a fuel supply line, a valve in said supply line, and electrical means responsive to energization of said track brakes to close said valve.

2. In a railway vehicle, track brakes, a fuel pendently of the energization thereof.

4. In a railway vehicle, a track brake adapted forapplication by energization of the coil thereof, a fuel line, an electrically operated valve in said fuel line, a common circuit for energizing said brake coil and said electrically operated valve,and a fluid operated circuit switch for said circuit.

5. In a railway vehicle, an air brake train line, a track brake adapted for application by energization of the coil thereof, a fuel line, an electrically operated valve in said fuel line, a common circuit for said brake coil and said electrically operated valve, and a fluid operated circuit switch responsive to the pressure in said air brake train line for opening and closing said common circuit.

6. In a railway vehicle, an air brake train line, a track brake adapted for application by energization, a fuel line, a valve therein, reversible electric means for opening and closing said valve, a common circuit for energizing said brake and said electric means, and switch means responsive to reduction of pressure in said train line for closing said circuit to cause energization of said brake and energization of said electric means to close said valve.

'7. In a railway vehicle, an air brake train line, a track brake, means responsive to reduction of pressure in said train line for automatically positioning said brake adjacent a rail, a fuel line, a valve in said fuel line, electric means for opening and closing said valve, a common circuit for enercircuit.

8. In a railway vehicle, an .air brake train line',

a track brake, means responsive to reduction of pressure in said train line for automatically positioning said brake adjacent a rail, a. fuel line; a valve in said fuel line, electric motor means for opening and closingsaid valve, a common circuit.

for energizing said brake and said electric motor means, and switch means responsive to reductionof pressure in said train line for closing said com 1 mon circuit to cause energization of said brake (and said electric motor means.

9. In a railway vehicle, an air brake train-line,

a braking means responsive to reductionof pressure in said train line for causing application of said brake, a fuel supply line, a valve in said supply line, and means adapted upon application of said brake automatically to electrically close said valve and adapted upon restoration of pres: sure to said air train line'automatically to electrioally re-open said valve.

10. In a railway vehicle, an air train line, a-fuel line, a valve in said fuel line, reversible electric means for openingand closingzsaid valve, a circuit for said electric means, and. fluid operated switch means in said circuit responsive to the pressure in said air train line for automatically energizing said electric means to close said valve upon reduction of pressure in said train line a predetermined amount, and to open said valve upon restoration of pressure in said train line; above a predetermined value.

11. In a railway vehicle, an air train line, a fuel line, a valve in said fuel line, electric motor means for opening and closing said valve, a circuit for said electric means, and fluidoperated switch means in said circuit responsive to thepressure posite direction to open said valve upon restoration of pressure in said train line-above a prede termined value.

f; 12. In a railway vehicle, an air train line, a fuel switch means in said circuit, said switch means being responsive to the pressure in said air train line for automatically causing rotation of said electric motor in one direction to close said valve upon reduction of pressure in said train line below a predetermined value and to cause operation of said motor in the opposite direction to re-open said valve upon restoration of pressure in said train line above a predetermined value.

13. In a railway vehicle, an air train line, a fuel line, a valve in said fuel line, a reversible electric motor operatively connected to said valve, an electromagnetic track brake having a coil, a common circuit for energizing said brake coil and said motor, a primary switch in said circuit responsive to pressure in said train line to open and close said circuit, a reversing switch in said circuit operated by said valve, a fluid operated switch in said circuit responsive to the pressure in said air train line, and a fluid operated valve opening circuit interrupting switch in said circuit immediategizing said brake and said electric means,- and I switch means responsive to the pressure. in said.v train line for opening and closing .said common ly responsive to pressure in said train line to close the valve opening. circuit upon restoration of pressure in said train line above apredetermined value.

14. In a railway vehicle, an air train line, a

' fuel line, a valve in said fuel line, a reversible electric motor operatively connected to said valve, an

electromagnetic track brake having a coil, a common circuit for simultaneously energizing said brakecoil and said motor, a fluid operated primary switch in said circuit responsive to pressure :in said train line for opening and closing said-circuit, a reversing switch in said circuit operated by said valve, a fluid operated switch in said circuit responsive to the pressure in said air train line for determining the brush terminal connections of said motor, a fluid operated interrupting switch in the valve opening circuit and responsive to pressure in said train line, and fluid check means between said primary switch and said train line to control the speed of operation thereof.

15. 'In a railway vehicle, an air train line, a fuel line, a valve in said fuel line, a reversible electric motor operatively connected to said valve,

an electromagnetic track brake having a coil, a

common circuit for simultaneously energizing said brake coil and said motor, a fluid operated primary switch in said circuit responsive to pres-' sure in said train line for opening and closing said I 30 circuit, a reversing switch in said circuit operated by said valve, a fluid operated switch in said 1 circuit responsive to the pressure in said air train line for determining the brush terminal connections of said motor, a fluidoperated interrupting switch in the valve opening circuit and responsive to pressure in said train line, and fluid check means between said air train line and said primary switch and fluid operated reversing switch to limit the speed of operation thereof.

16. In a railway vehicle, an air train line, a fuel line, a valve in said fuel line, a reversible electric motor operatively connected'to said valve,

an electromagnetic track brake having a coil,

a common circuit for simultaneously energizing said brake coil and said motor, a fluid op-' erated primary switch in said circuit responsive to pressure in said train line for opening and closing said circuit, a reversing switch in said circuit operated by said valve, a fluid operated switch in said circuit responsive to the pressure in said air train line for determining the brush terminal connections of said motor, a fluid operated interrupting switch in the valve opening circuit and responsive to pressure in said train line, and fluid check means and one-way valve means disposed between said primary switch and said train line and between said fluid operated reversing switch and said train line to determine the sequence of operation of said switches.

17. In a railway vehicle, an air train line, a fuel line, a normally open valve in said fuel line, and electrical means responsive to reduction of pressure in said air train line below a predetermined value for automatically closing said valve.

18. In a railway vehicle, an air train line, a fuel line, an electrically operated valve insaid fuel line, means responsive to reduction of pressure in said air train line below a predetermined value for automatically closing said valve, and means responsive to restoration of pressure in said air train line above a predetermined value for automatically re-opening said valve.

19. In a railway vehicle, an air train line, a brake valve connected to said air trainline, a conductors valve connected to said air train line,

a track trip valve connected to said air train line, a fuel line, a valve in said fuel line, means for electrically opening and closing said valve, said last-named means being responsive to reduction of pressure in said air train line through operation of one of said valves therein to automatically cause said valve operating means to close the valve in said fuel line.

20. In a railway vehicle, an air train line, a brake valve connected to said air train line, a conductors valve connected to said air train line, a track trip valve connected to said air train line,

a fuel line, a valve in said fuel line, means for electrically opening and closing said valve, said last-named means being responsive to reduction of pressure in said air train line through operation of one of said valves therein to automatically cause said valve operating means to close the valve in.said fuel line, said valve operating means including a manual control for manually opening and closing said valve independently of said electrical valve opening and closing means.

21. In means for electrically controlling a fuel valve, a stem in said valve, a reversing switch having a swingable lever electrically connected in a power circuit, a pair of spaced contacts disposed in the path of said lever, each of said COIL- tacts being adapted when connected to said lever to energize a valve operating means in an opposite direction, and a projection on said valve stem adapted upon the approach of said valve stem to an extreme position to automatically remove said lever from engagement with one of said contacts and place it in engagement with the other contact, whereby to reverse the operating circuit for said valve stem operating means.

THEODORE H. SCHOEPF. DAVID M. RITCHIE. 

